Ntternal-combttstioij



F. JAYNE.

GDMBUSTION ENGINE.

INTERNAL Patened Aug. 19, 1919.

i. IAYNE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED Nov. 24;`I9I7.`

L 3 l 3 6 3 4 1; I, Patented Aug. 19, 1919.

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I IIIIIIII I" II l. JAYNE.

INTERNAL CoMBusTloN ENGINE.

APPLICATION FILED NOV. 24| i917.

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l. )A5/NEt INTERNAL CONBUSHON ENGINEL APPLICATION FILED N'OV. 24. i917-QU u W 1.1 .1 M MWL m m ,T U Y a 9u n 1w al@ HUK.

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IRVNG JAYNE, OF EDWALLMWASHINGTON.

INTERNAL-COIVKIBUS'IIGLQl ENGINE.

Specification of Letters Patent.

Patented Aug. 19, 1919.

Application filed November 24, 1917. Serial No. 203.839.

To all ori/"tom if may Concern.'

Be it known that l, IRS/'ENG JAYNE, a citizen of the United States,residing at Edwall, in the county of Lincoln and State of Vashington,have invented certain rnew and useful improvements inInternal-Combustion Engines, of which the following is a specification.

This invention relates to an improved internal combustion engine and hasas its primary object to provide a construction wherein the engine willbe iired at opposite sides of the piston and will thus be double actingto consequently develop a correspondingly increased power with but sliht increase in constructional cost and weig it.

The invention has as a further object to provide an engine of the typealbove set forth wherein the use of a piston rod and packing glandtherefor will be eliminated and wherein the connecting rods for thepistons will be attached to opposite sides thereof so that thestationary abutment for the piston may be employed as a mounting ,forthe intake and exhaust valves for the firing chamber of the engine atthe inner side of the piston as well as to receive the intake andexhaust pipes leading from the said chamber.

The invention has as a further object to provide a construction whereinby mounting the connectingr rods at opposite sides ofthe piston, theseveral cranks of the crank shaft of an engine having more than onecylinder will be disposed adjacent each other to conscquently distributethe weight of the pistons to the crank shaft accordingly and wherein abearing will be provided beneath each pi ton to consequently reducevibration to a m'nimum and provide a smooth running high speed engine.

And the invention has as a still further object lo provide aconstruction wherein the stationyiry abutment for the piston will loewater cooled and connected with the water jacket of the working cylinderof the engine s that water introduced into the said abutmrent willcirculate through the said jacket'.

Otllier and incidental objects will appear the description proceeds. Inthe drawings wherein I have iluustrated the preferred embodiment of theinvention and wherein similar reference characters designatecorresponding parts throughout the several views:

Figure 1 is a sectional view of my irnproved engine showing the pistonat the top of its stroke,

Fig. 2 is a similar view taken on the line Q-2 of Fig. 1 and looking inthe direction of the arrows, this view particularly illustra-ting themounting of the intake and exhaust valves for the firing chamber at theinner side of the piston,

Fig. 3 is-a view similar to Fig. 1 and Showing the piston at the bottomof its stroke,

Fig. 4 is a transverse sectional view taken on the line 4 4 of Fig. 1andparticularly Showing the intake and exhaust valves for the firingchamber at the outer Side of the piston.

Fig. 5 is a transverse sectional View taken on the line of Fig. 1 andshowing the trunnions carried by the piston to receive the connecting"rods from the crank shaft, and y Fig. 6 is a :fragmentary sectionalview showing the manner in which the working cylinder of the engine isformed with slots to receive the trunnions of thev piston.

ln carrying out the invention, my im.- proved engine is formed with acrank case 10 upon which is mounted a working cylinder 11, the castingof'which is formed, at its lower extremity, with the upper section 12 ofthe crank case. The crank case is, as particularly shown in Figs. 1, 3and 5 of the drawings, off set upon one side thereof as Shown. at'la.Journalcd through the crank case at the junction of the sectionsthereof, is a crank shaft 1-1 having suitable cranks 15. Rising from thebottom of the crank case is a bearing- 1G which receives and supportsthe crank shaft between the said cranks and extending upwardly from thisbearing is a post 17 arranged axially of the working cylinder 11 andcarrying at its upperend a hollow stationary abutment 18 disposedconcentrically within the lower eX- tremity of the said cylinder.Preferably the bearing 16, post 17 and abutment 18 form `anl integra]structure.Y Snugly surrounding the abutment 18 and mounted toreciprocate within the working cylinder 11 is a hollow piston 19 formedupon opposite sides thereof, at its lower extremity, with lateraltrunnions 20. These trunnions are received through vertical Slots 21formed in opposite sides of the cylinder 11 and at their innerextremities are formed with squared bosses 22 to ride within the saidslots for guiding the piston 1n its vertical movement and holding thesaid piston againstrotation. As particularly shown in Fig. G ofthe'drawings, the trunnions 20 are carried Iby suitable ears orextensions 23 extending downwardly from the lower edge of the piston atopposite sides thereof and, as also best shown in this figure, thecylinder 11 is-formed with similar extensions 24 at the slots 21 forreceiving the trunnions 2O when the piston is shifted' downwardly to thelimit of its stroke. Journaled upon the trunnions 20 are connecting rods25.which are secured to the cranks 15 of the` crank shaft. These rodsare, as particularly shown in Fig. 5, received within suitable of sethousings or channels 26 upon opposite sides of the cylinder 11 andoperatively connect the piston with the crank shaft for driving the saidshaft.

In connection withthe arrangement of the connecting rods 25, it isdesired to direct attention at this point to the fact that in thusmounting the said rods at opposite sides of the piston, the stationaryabutment is, as shall presently appear, left intact to receive theintake and exhaust valves for the firing chamber at the inner side ofthe' piston as well as the intake and exhaust pipes for the said chamberwhile the use of a piston rod andA packing gland therefor is eliminated.Furthermore, it will foe noted that in thus mounting the connectingrods, the cranks of the crank shaft, in any instance where the enginewas formed with more than one cylinder, would be disposed relativelyclose together and the several y connecting rods from the pistons of theengine cylinders 'vould accordingly also be spaced relatively closetogether at their points of connection with the crank shaft.

` The weight of the pistons would, therefore,

be centralized upon the crank shaft at,

spaced points longitudinally thereof and at each of such points one ofthe bearings 16 provided would be disposed for rigidly supporting thecrank shaft at the said points respectively. Vibration incident to thereciprocation of the engine pistons would consequently be materiallyreduced and the engine thus adapted for high speed work.

Surrounding the working cylinder 11 is a water jacket 27 `and leadingfrom the lower extremity of this jacket, at one side thereof, is a pi-pe2 8 which is carried into the crank case 10 preferably at the junctionof the sec-l tions thereof, as shown in Fig. 1, and is thence directedupwardly into the lixed abutment 18 to terminate adjacent the upper endof said abutment. Leading from the bottom of the abutment is a pipe 29which is carried through the crank case 10 at the sides thereof oppositethe pipe 28 and, as inthe instance of this pipe, the pipe 29 is alsopreferably fitted through the crank case at the into the jacket 27, fromwhence the water will be discharged out through the pipe 30. The workingcylinder 11 will consequently be efcctually cooled as will also thestation- -ary abutment, and in this connection it will be observed thatsince the inner end of the pipe 28 is carried to a point adjacent theupper end of the said abutment, air cannot trap within the abutment toprevent the said abutment from becoming completely filled with water. Ai

As will now be seen, a firing chamber 30 is provided at the outer sideof the piston while a similar firing chamber 31 is provided at the innerside of the said piston. The working cylinder is, at its upperextremity, formed 4with overhanging valve chambers above the off-Set 13of the crank case and mounted within the said valve chambers are intakeandl exhaust valves 32l and 33 normally closing the intake and exhaustports for the firing chamber 30. Com- 9 municating with the said valvechambers respectively are intake and exhaust pipes 34C and 35. As willnow be best observed upon reference to Figs. 1 and 3 of the drawings,the rods of the valves 32 and 33 are elon- 100 gated to extend throughthe olf-set 13 of the crank case and, at their lower extremities, arearranged to coperate with a cam shaft 36 upon which are arrangedsuitable cams for opening the said valves. Com- 105 municating with thefiring chamber 30, at its upper end, is a suitable spark plug 37.

Entering through the crank case 10 at the joint between the sectionsthereof and arranged upon opposite sides of they pipe 29 116 are intakeand exhaust pipes 38 and 39 respectively, for the firing chamber 31. Thepipes 38' and 39 extend within the crank case eneath the stationaryabutment 18 and are thence, as particularly shown in Fig. 2 of 115 theJdrawings, directed upwardly through the said abutment at opposite sidesof the post 17. -At its upper end, the abutment is formed with intakeand exhaust ports communicating with the said pipes and opening 120 intothe firing chamber 31,. and normally closing the ports are intake andexhaust valves 40 and 41 respectively adapted to seat in the upper endwall of the said abutment.' The valves 40 and all are arranged 125 yangles therein. Swingingly mounted upon one side wall of the crank caseopposite 'the lower ends of the rods of the valves Ll0 and il are bellcrank levers l2 and i3 respectively. The uppermost arms of these leversproject horizontally within the crank case and are pivotally connectedto the lower ends of the said valve rods while the other arms of thesaid levers extend downwardly within the crank case adjacent the innerside of the cam shaft 36. Connected to the vhorizontal arms of thelevers and suitablyv engaged with the post 17, are springs il actingupon the said levers to normally close the valves 40 and 4l. For openingthe said valves, the cam shaft 36 is formed with suitable Canis whichare arranged to eoperate with the vertical -arn'is of the leversconfronting the said shaft, Thus, it will be seen that the Acam shaft 36will not only control the valves l() and 4i but will also control thevalves 32 and 33.

Formed through the upper extremity of the. piston 19 at one side thereofis a tiring port 45 for the firing chamber 3i and surrounding the pistonat each side. of the. said port are piston rings 4G so that a chargewithin the chamber 31 cannot escape into the chamber 30. rl`hestationary abutment i8 is, at its upper extremity, also equipped with` aplurality of similar piston rings 47, Fitted through the wall of theworking cylinder il upon one side thereof and at a point substantiallymidway oi the end of the said cylinder is a suitable spark plug 48 and,as will be observed upon reference s to Fig. 3 oit the drawings, theport l5 of the piston arranged to move into register with this plug whenthe piston is.l shifted downwardly to the limit of its stroke.

in operation, it is intended that a charge will be red 'within thechamber B0 upon every other down-stroke of the' piston while a chargewill he tired within the chamber 31 upon every other 11p-stroke of thepiston'. ssumiin;r the piston to be at the top of its stroke, as shownin Fig. l, a charge is tired within the chamber 30 when the piston willbe driven downwardly to rotate the crahk shaft. At the same time, theproper cam upon the shalt 3G will swing the bell crank lever 43, shownin llig. 2, for immediately opening the exhaust valve il oi the chamber3l. As the piston moves downwardly, this 'chamber will be Cleanedthrough the exhaust pipe 39. Upon the upward movement of the, piston,the proper cam uponthe shaft 36 will swing the bell crank lever 42, whenthe intake valve 40 to the chamber 31 will be imniediately opened. Thus,as the piston moves upwardly, a. charge oi.' fuel mixture will be drawnintothis chamber through the pipe `38. At the same time, the proper,cam` upon the shaft 3S will be shifted to engage the rod of the exhaustvalve 33 of the chamber 30 and open the said exhaust valve so that whenthe piston is thus shifted upwardly, the chamber 30 will be cleanedthrough the exhaustpipe 35. Then the piston then again moves downwardly,both of the valves 40 and 41 will he closed so that the charge withinthe chamber 3l will be compressed. At the.` same time, the proper camupon the shaft 36 will open the intake valve 32 0i the chamber 30 sothat a charge of fuel mixture will be drawn into the said chamberthrough Jfhe pipe 3l. Downward movement of the piston to the limitl ofits stroke will then bring the port 45 of the piston into register withthe spark plug 4:8 so that the compressed charge within the chamber 3lwill be iired 'to drive the piston upwardly. Coincident with the upwardmovement of the piston, the intake valve 32 would. be closed and 'thecharge drawn into the chamber 30 would be compressed therein by thepiston. Consequently,

when the piston again started downwardly, such compressed charge in thechamber 30 would be tired and the proper calin upon the shaft 36 `wouldswing the `bell crank lever 43, for opening the exhaust valve 4l of thechamber 3l so that this chamber would he cleaned by the piston. Thus, itwill' be seen that my improved engine will be double acting in itsoperation to consequently develop a. corresponding increase in power. Atthe same time, this result is attained with but slight increase in theweight of the engine, as compared with an engine of the single actingtype. Furthermore, it will be noted that my improved engine ischaracterized by structural simplicity so that but slight increase, ascompared with an engine of the single acting type, will be involved inthe cost of construction.

Having thus described the invention, what is claimed as lnew is:

1. In engine construction, a working cylinder, a hollow stationaryabutment therein, a piston'mounted to slide over the abutment within thesaid cylinder, tiring chambers at opposite sides of saidlpiston, intakeand exhaust ports for one 0i' said chambers, means for opening andclosing said ports, intake and exhaust ports for the other of saidchambers opening through' the abutment, intake and exhaust pipes leadingthrough the abutment and communicating with said last mentioned ports,means carried by the abutment for opening and closing the said lastmentioned ports, and means for supplying` a cooling fluid within thealmtment around said pipes to contact therewith.

2. ln engine construction, acrankj case, a crank shaft journaledtherethrough, a bearing rising from the crank case and snpporting thesaid shaiiv,` a working cylinder. carried by the crank case, t postrising from the said hearing, a stationary abutment supported by thesaid post within the Working cylinder, a piston mounted to slide overthe said abutment Within the said Cylinder and Connected with the crankshaft, firing Chambers at opposite sides of said piston and providedwith intake and exhaust ports, and means for opening and closing saidports.

3. In engine construction, a Working cylinder, L hollow stationaryabutment therein, a 'piston mounted to slide over the abutment Withinsaid cylinder, firing ychambers atopposite sides of the piston, intakeand exhaust ports for yone of 'said chambers,

through the abutment and e0mmunicating with said last mentioned ports,means Carred by the a'hutment for opening and e1osing said lastmentioned ports and extending within said pipes, and means forintroducing a Cooling Huid into the interior proper of the abutment toContact with said pipes.

In testimony whereof I affix my signature..

IRVING JAYNE. [L s.]

